Detectible indication of an electric motor vehicle standby mode

ABSTRACT

Systems and methods are provided for detecting that an electric motor drive vehicle (e.g., an electric scooter or motorbike) is idling based on one or more of sensed parameters indicative of the idling state. These sensed parameters may include one or more of, alone or in any combination, a sensed throttle position, at least one sensed electrical characteristic of a traction electric motor, a power converter, or an electrical storage device of the vehicle, and a sensed rate of rotation of a drive shaft of the traction electric motor or of a wheel drivably coupled to the traction electric motor. Upon detecting that the vehicle is in an idling state, a controller of the vehicle enters into a standby mode. In the standby mode, a relatively small amount of electrical power is supplied to the traction electric motor to cause a vibration of the motor to alert a driver that the vehicle is ON in the standby mode and is ready to be driven. Additionally, an audible and/or visual indication may be issued in the standby mode to further alert the driver that the vehicle is ON and ready to be driven.

BACKGROUND

1. Technical Field

The present disclosure relates generally to vehicles which employelectric motors as the prime mover or traction motor and, in particular,to providing a detectible indication that a vehicle is powered on andready to be driven.

2. Description of the Related Art

Hybrid and all electrical vehicles are becoming increasingly common.Such vehicles may achieve a number of advantages over traditionalinternal combustion engine vehicles. For example, hybrid or electricalvehicles may achieve higher fuel economy and may have little or evenzero tail pipe pollution. In particular, all electric vehicles may notonly have zero tail pipe pollution, but may be associated with loweroverall pollution. For example, electrical power may be generated fromrenewable sources (e.g., solar, hydro). Also for example, electricalpower may be generated at generation plants that produce no airpollution (e.g., nuclear plants). Also for example, electrical power maybe generated at generation plants that burn relatively “clean burning”fuels (e.g., natural gas), which have higher efficiency than internalcombustion engines, and/or which employ pollution control or removalsystems (e.g., industrial air scrubbers).

Personal transportation vehicles such as combustion engine poweredscooters and/or motorbikes are ubiquitous in many places, for example inthe many large cities of Asia. Such scooters and/or motorbikes tend tobe relatively inexpensive, particularly as compared to automobiles, carsor trucks. Cities with high numbers of combustion engine scooters and/ormotorbikes also tend to be very densely populated and suffer from highlevels of air pollution. Many newer combustion engine scooters and/ormotorbikes are considered to be relatively low polluting sources ofpersonal transportation. For instance, such scooters and/or motorbikesmay have higher mileage ratings than larger vehicles. Some scootersand/or motorbikes may even be equipped with basic pollution controlequipment (e.g., catalytic converter). Unfortunately, factory specifiedlevels of emission are quickly exceeded as the scooters and/ormotorbikes are used and either not maintained and/or as the scootersand/or motorbikes are modified, for example, by intentional orunintentional removal of catalytic converters. Often owners or operatorsof scooters and/or motorbikes lack the financial resources or themotivation to maintain their vehicles.

It is known that air pollution has a negative effect on human health,being associated with causing or exacerbating various diseases (e.g.,numerous reports tie air pollution to emphysema, asthma, pneumonia, andcystic fibrosis, as well as various cardiovascular diseases). Suchdiseases take large numbers of lives and severely reduce the quality oflife of countless others.

BRIEF SUMMARY

Zero tail pipe emission alternatives to combustion engines would greatlybenefit the air quality, and hence health of large populations.

While the zero tail pipe emissions benefit of all-electric vehicles areappreciated, adoption of all-electric vehicles by large populations hasbeen slow. One of the reasons appears to be related to the safety ofelectric vehicles. One particular safety issue arises from the fact thatit is often difficult for a driver (user) to ascertain whether anelectric vehicle is OFF, ON and being driven (hereinafter “in a drivemode”), or ON but idling (not in motion) and merely ready to be driven(hereinafter “in a standby mode”). Unlike a traditional combustionengine that causes a vehicle to vibrate when the vehicle is turned on(i.e., when the engine is turned on) giving the driver an indicationthat the vehicle is ready to be driven, an electric vehicle does notprovide a clear indication that it is ready to be driven when thevehicle is powered ON. In other words, an electric vehicle does notdiffer in the way the vehicle “feels” to the driver between when it isOFF and when it is ON but in the standby mode where the vehicle isidling and is ready to be driven. As a result, if the driver mistakenlybelieves that the vehicle is OFF when in fact it is ON and in thestandby mode (ready to be driven), even a simple operator error may leadto a serious accident involving injuries to people and properties.

The approaches described herein may address these safety issues that mayhave limited adaptation of zero tailpipe emission technology,particularly in densely crowded cities.

For example, some of the approaches described herein employ systems andmethods for detecting that an electric motor drive vehicle (e.g., anelectric scooter or motorbike) is in an idling state based on one ormore sensed parameters indicative of the idling state. These sensedparameters may include one or more of, alone or in any combination, asensed throttle position, at least one sensed electrical characteristicof a traction electric motor, a power converter, or an electricalstorage device of the vehicle, and a sensed rate of rotation of a driveshaft of the traction electric motor or of a wheel drivably coupled tothe traction electric motor, or another wheel of the vehicle. Accordingto various exemplary systems and methods, upon detecting that thevehicle is in an idling state, a controller of the vehicle enters into astandby mode. In the standby mode, a relatively small amount ofelectrical power is supplied to the traction electric motor to cause avibration of the motor and hence of the vehicle to alert a driver thatthe vehicle is in the standby mode and ready to be driven. Additionally,an audible and/or visual indication may be issued in the standby mode tofurther alert the driver that the vehicle is ON and ready to be driven.In other embodiments, tactile feedback, e.g., vibration of the motor orother portion of the vehicle, and/or audible and/or visual indicationscan be issued when the vehicle is turned on, but not is not in thestandby mode.

A power system for a vehicle according to one embodiment of the presentinvention may be summarized as including a traction electric motorcoupled to drive at least one traction wheel of the vehicle, and anelectrical energy storage device to drive the traction electric motor.The power system further includes a control circuit that includes atleast one idling state sensor arranged to sense an idling state of thevehicle. The control circuit causes the electric energy storage deviceto supply a first (relatively small) amount of electric power to thetraction electric motor based at least in part on the sensed idlingstate of the vehicle, so as to create a small vibration detectible tothe driver to thereby alert the driver that the vehicle is in thestandby mode and is ready to be driven.

The at least one idling state sensor may be any of a throttle positionsensor, a rotation sensor coupled to sense a rate of rotation of a driveshaft of the traction electric motor or of at least one traction wheelof the vehicle, a voltage sensor or a current sensor coupled to sense atleast one electrical characteristic of the electrical energy storagedevice, one or more power converters, or the traction electric motor,according to non-limiting embodiments.

The power system may further include a speaker and/or a visual indicatorconfigured to issue audible and/or visual signals (indications) duringthe standby mode, to further alert the driver that the vehicle is ON andready to be driven.

In other non-limiting embodiments, the power system may include avibration device coupled to the control circuit and electrical energystorage device. Upon sensing an idling state of the vehicle, the controlcircuit causes the electric energy storage device to supply a firstamount of electric power to the vibration device based in part on thesensed idling state of the vehicle, so as to create a small vibrationdetectible to the driver to thereby alert the drive that the vehicle isin the standby mode and is ready to be driven. The idling sensor mayalso sense more than an idling state of the vehicle, e.g., sense motionof the vehicle. For example, the idling sensor may be any of a throttlesensor configured to sense throttle position, rotation sensor coupled tosense rate or rotation of a drive shaft of the traction electric motoror at least one traction wheel of the vehicle, a voltage sensor or acurrent sensor coupled to sense at least one electrical characteristicof the electrical energy storage device, one or more power converters,or the traction electric motor, or a motion sensor configured to sensemovement of the vehicle or vehicle components, such as at least onetraction wheel or a drive mechanism between the traction electric motorand the traction drive wheel.

A method of operating a power system for a vehicle having a tractionelectric motor according to one embodiment may be summarized asincluding supplying electrical power from an electrical energy storagedevice to the traction electric motor of the vehicle in a drive mode;sensing an idling state of the vehicle; switching from the drive mode toa standby mode based at least in part on the sensed idling state of thevehicle; and supplying a first amount of electrical power to thetraction electric motor in the standby mode.

In the method, sensing an idling state of the vehicle may includecontinuously sensing the idling state for a defined period of time, soas to further reliably detect that the vehicle is in the idling state.

The method may further include sensing a power-on state of the vehicle;entering into the drive mode based at least in part on the sensedpower-on state of the vehicle; and supplying a second amount of electricpower to a speaker based at least in part on the sensed power-on stateof the vehicle.

In embodiments of the method for operating a power system for a vehiclehaving a traction electric motor in accordance with embodimentsdescribed herein, electrical power from an electrical energy storagedevice is supplied to a traction electric motor, movement of the vehicleor vehicle components is sensed, and a first amount of electric power issupplied to the traction electric motor in the standby mode or to avibration device.

A vehicle according to one embodiment may be summarized as including atraction electric motor coupled to drive at least one wheel of thevehicle; an electrical power storage device that stores power; an idlingstate sensor positioned and configured to sense an idling state of thevehicle or motion of the vehicle or vehicle components; and a controllerthat supplies a first amount of electric power from the electrical powerstorage device to the traction electric motor or vibration device basedat least in part on the sensed idling state of the vehicle or sensedmovement of the vehicle or vehicle components. The first amount ofelectric power to be supplied to the traction electric motor or thevibration device may be defined as a first amount of current or voltage.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS

In the drawings, identical reference numbers identify similar elementsor acts. The sizes and relative positions of elements in the drawingsare not necessarily drawn to scale. For example, the shapes of variouselements and angles are not drawn to scale, and some of these elementsare arbitrarily enlarged and positioned to improve drawing legibility.Further, the particular shapes of the elements as drawn, are notintended to convey any information regarding the actual shape of theparticular elements, and have been solely selected for ease ofrecognition in the drawings.

FIG. 1 is an isometric, partially exploded, view of an electric scooteror motorbike which may include the various components or structuresdescribed herein, according to one non-limiting illustrated embodiment.

FIG. 2 is a block diagram of some of the components or structures of thescooter or motorbike of FIG. 1, according to one non-limitingillustrated embodiment.

FIG. 3 is a flow diagram showing a high level method of operating thecomponents or structures of FIG. 2 to provide a detectible indication toa driver that an electric vehicle is in a standby mode (i.e., ready tobe driven), according to one non-limiting illustrated embodiment.

FIG. 4 is a flow diagram showing a low level method of operating thecomponents or structures of FIG. 2 to detect that a vehicle is in anidling state based on one or more sensed parameters, according to onenon-limiting embodiment.

FIG. 5 is a flow diagram showing another low level method of operatingthe components or structures of FIG. 2 to detect that a vehicle is in anidling state based on one or more sensed parameters, according to onenon-limiting embodiment.

DETAILED DESCRIPTION

In the following description, certain specific details are set forth inorder to provide a thorough understanding of various disclosedembodiments. However, one skilled in the relevant art will recognizethat embodiments may be practiced without one or more of these specificdetails, or with other methods, components, materials, etc. In otherinstances, well-known structures associated with electric motorvehicles, batteries, super- or ultracapacitors, and power converters,including but not limited to, transformers, rectifiers, DC/DC powerconverters, switch mode power converters, controllers, andcommunications systems, structures and networks have not been shown ordescribed in detail to avoid unnecessarily obscuring descriptions of theembodiments.

Unless the context requires otherwise, throughout the specification andclaims which follow, the word “comprise” and variations thereof, suchas, “comprises” and “comprising” are to be construed in an open,inclusive sense that is as “including, but not limited to.”

Reference throughout this specification to “one embodiment” or “anembodiment” means that a particular feature, structure or characteristicdescribed in connection with the embodiment is included in at least oneembodiment. Thus, the appearances of the phrases “in one embodiment” or“in an embodiment” in various places throughout this specification arenot necessarily all referring to the same embodiment.

The use of ordinals such as first, second and third does not necessarilyimply a ranked sense of order, but rather may only distinguish betweenmultiple instances of an act, value or structure. For example, first andsecond amounts may only distinguish between two instances of an amount,which may be the same or different from each other.

Reference to a portable electrical power storage device or electricalenergy storage device means any device capable of storing electricalpower and releasing stored electrical power including, but not limitedto, batteries, super- or ultracapacitors. Reference to batteries means achemical storage cell or cells, for instance rechargeable or secondarybattery cells including but not limited to nickel cadmium alloy orlithium ion battery cells.

The headings and Abstract of the Disclosure provided herein are forconvenience only and do not interpret the scope or meaning of theembodiments.

FIG. 1 shows an electrically powered personnel transportation vehicle inthe form of an electric scooter or motorbike 100, according to oneillustrated embodiment.

As previously noted, combustion engine scooters and motorbikes arecommon in many large cities, for example in Asia, Europe and the MiddleEast. The ability to address safety issues of all-electric vehicles mayfoster the use of all-electric scooters and motorbikes 100 in place ofinternal combustion engine scooters and motorbikes, thereby alleviatingair pollution, as well as reducing noise.

The electric scooter or motorbike 100 includes a frame 102, wheels 104a, 104 b (collectively 104), and a handle bar 106 with user controlssuch as throttle 108, brake levers 110, turn indicators switches 112,etc., all of which may be of conventional design. The electric scooteror motorbike 100 may also include a power system 114, which includes atraction electric motor 116 coupled to drive at least one of the wheels104, at least one electrical power storage device 118 that storeselectrical power to power at least the traction electric motor 116, andcontrol circuit 120 which controls power distribution between at leastthe electrical power storage device 118 and the traction electric motor116.

The traction electric motor 116 may take any of a variety of forms, buttypically will be a permanent magnet induction motor capable ofproducing sufficient power (Watts or horsepower) and torque to drive theexpected load at desirable speeds and acceleration. The tractionelectric motor 116 may be any conventional electric motor capable ofoperating in a drive mode, as well as optionally operating in aregenerative braking mode. In the drive mode, the traction electricmotor consumes electrical power, to drive the wheel. In the optionalregenerative braking mode, the traction electric motor operates as agenerator, producing electric current in response to rotation of thewheel and producing a braking effect to slow a vehicle.

The electrical energy storage devices 118 may take a variety of forms,for example batteries (e.g., array of battery cells) or super- orultracapacitors (e.g., array of ultracapacitor cells). For example, theelectrical energy storage devices 118 may take the form of rechargeablebatteries (i.e., secondary cells or batteries). The electrical energystorage devices 118 may, for instance, be sized to physically fit, andelectrically power, personal transportation vehicles, such asall-electric scooters or motorbikes 100, and may be portable to alloweasy replacement or exchange. Given the likely demand imposed by thetransportation application, electrical energy storage devices 118 arelikely to take the form of one or more chemical battery cells.

The electrical energy storage devices 118 may include a number ofelectrical terminals 122 a, 122 b (two illustrated, collectively 122),accessible from an exterior of the electrical energy storage device 118.The electrical terminals 122 allow a charge to be delivered from theelectrical energy storage device 118, as well as allowing a charge to bedelivered to the electrical energy storage device 118 for charging orrecharging the same. While illustrated in FIG. 1 as posts, theelectrical terminals 122 may take any other form which is accessiblefrom an exterior of the electrical energy storage device 118, includingelectrical terminals positioned within slots in a battery housing.

As better illustrated in FIG. 2 and described below, the control circuit120 includes various components for issuing a detectible indication(s)to a driver that the electric scooter or motorbike 100 is in the standbymode and is ready to be driven.

FIG. 2 shows portions of the electric scooter or motorbike 100,according to one illustrated embodiment. In particular, FIG. 2 shows anembodiment which employs the electrical energy storage device 118 tosupply power to the traction electric motor 116 during the drive modeand to optionally receive power generated by the traction electric motor116 during the regenerative braking mode. In accordance with variousexemplary embodiments, the electrical energy storage device 118 furthersupplies power to the traction electric motor 116 during the “standby”mode, when the vehicle is at idle (not in motion), to create a smallvibration simulating an idling combustion engine. Thus, the driver canphysically detect that the electric scooter or motorbike 100 is ON andready to be driven.

As illustrated, the traction electric motor 116 includes a shaft 202,which is coupled either directly or indirectly to drive at least onewheel 104 b of the electric scooter or motorbike 100. While notillustrated, a transmission (e.g., chain, gears, universal joint) may beemployed.

The control circuit 120 may take any of a large variety of forms, andwill typically include a controller 204, one or more power converters206 a-206 e (five illustrated), and switches and/or sensors S_(VB),S_(IB), S_(VC), S_(IC), S_(VM), S_(IM), S_(RM), S_(W), S_(TH), S_(K).

As illustrated in FIG. 2, the control circuit 120 may include a firstDC/DC power converter 206 a that, in a drive mode or configuration,couples the electrical energy storage device 118 to supply power to thetraction electric motor 116. The first DC/DC power converter 206 a maystep up a voltage of electrical power from the electrical energy storagedevice 118 to a level sufficient to drive the traction electric motor116. The first DC/DC power converter 206 a may take a variety of forms,for example an unregulated or regulated switch mode power converter,which may or may not be isolated. For instance, the first DC/DC powerconverter 206 a may take the form of a regulated boost switch mode powerconverter or buck-boost switch mode power converter.

The control circuit 120 may include a DC/AC power converter 206 b,commonly referred to as an inverter, that, in the drive mode orconfiguration, couples the electrical energy storage device 118 tosupply power, via the first DC/DC power converter 206 a, to the tractionelectric motor 116. The DC/AC power converter 206 b may invertelectrical power from the first DC/DC converter 206 a into an ACwaveform suitable to drive the traction electric motor 116. The AC waveform may be single phase or multi-phase, for example two or three phaseAC power. The DC/AC power converter 206 b may take a variety of forms,for example an unregulated or regulated switch mode power converter,which may or may not be isolated. For instance, the DC/AC powerconverter 206 b may take the form of a regulated inverter.

The first DC/DC power converter 206 a and the DC/AC power converter 206b are controlled via control signals C₁, C₂, respectively, supplied viathe controller 204. For example, the controller 204, or someintermediary gate drive circuitry, may supply pulse width modulated gatedrive signals to control operation of switches (e.g., metal oxidesemiconductor field effect transistors or MOSFETs, bipolar insulatedgate transistors or IGBTs) of the first DC/DC and/or DC/AC powerconverters 206 a, 206 b.

As further illustrated in FIG. 2, the control circuit 120 may include anAC/DC power converter 206 c, commonly referred to as a rectifier, that,in an optional braking or regenerative braking mode or configuration,couples the traction electric motor 116 to supply power generatedthereby to the electrical energy storage device 118. The AC/DC powerconverter 206 c may rectify an AC waveform produced by the tractionelectric motor 116 to a DC form suitable to be supplied to theelectrical energy storage device 118 and, optionally, other componentssuch as the control circuit 120. The AC/DC power converter 206 c maytake a variety of forms, for example a full bridge passive dioderectifier or full bridge active transistor rectifier.

The control circuit 120 may also include a second DC/DC power converter206 d that electrically couples the traction electric motor 116 to theelectrical energy storage device 118 via the AC/DC power converter 206c. The second DC/DC power converter 206 d may step down a voltage of theelectrical power generated by the traction electric motor 116 to a levelsuitable for the electrical energy storage device 118. The second DC/DCpower converter 206 d may take a variety of forms, for example anunregulated or regulated switch mode power converter, which may or maynot be isolated. For instance, the second DC/DC power converter 206 dmay take the form of a regulated buck switch mode power converter,synchronous buck switch mode power converter, or buck-boost switch modepower converter.

The AC/DC power converter 206 c and the second DC/DC power converter 206d are controlled via control signals C₃, C₄, respectively, supplied viathe controller 204. For example, the controller 204, or someintermediary gate drive controller, may supply pulse width modulatedgate drive signals to control operation of switches (e.g., MOSFETs,IGBTs) of the AC/DC and/or the second DC/DC power converters 206 c, 206d.

Though not illustrated, those skilled in the art will appreciate thatthe electrical energy storage device 118 may comprise two or moreelectrical energy storage devices, such as a main electrical energystorage device to supply power to the electric traction motor 116 viathe first DC/DC power converter 206 a and the DC/AC power converter 206b, and an auxiliary electrical energy storage device to receive powergenerated by the electric traction motor 116 during an optionalregenerative braking operation via the AC/DC power converter 206 c andthe second DC/DC power converter 206 d. In this example, since theauxiliary electrical energy storage device does not drive the tractionelectric motor 116, greater flexibility may be allowed in selecting itsform (e.g., super- or ultracapacitor cells, battery cells).

As further illustrated in FIG. 2, the control circuit 120 may include athird DC/DC power converter 206 e that electrically couples theelectrical energy storage device 118 to various other components, forexample the controller 120, a speaker 208, and a visual indicator 210.The third DC/DC power converter 206 e may step down a voltage of theelectrical power supplied by the electrical energy storage device 118 toa level suitable for one or more other components. The third DC/DC powerconverter 206 e may take a variety of forms, for example an unregulatedor regulated switch mode power converter, which may or may not beisolated. For instance, the third DC/DC power converter 206 e may takethe form of a regulated buck switch mode power converter, synchronousbuck switch mode power converter, or buck-boost switch mode powerconverter.

As illustrated in FIG. 2, the speaker 208 and the visual indicator 210may be provided, for example, on a control panel (dashboard) 212 of theelectric scooter or motorbike 100. The speaker 208 may be anyindependent speaker that converts electrical signals into audiblesignals, or may be part of a media player system provided on theelectric scooter or motorbike 100. The visual indicator may be formed ofany suitable lighting device, such as a light emitting diode (LED), andmay include indicia to indicate that the vehicle is in the standby mode,as will be more fully described below. It should be apparent to oneskilled in the art that the locations of the speaker 208 and the visualindicator 210 are not confined to the control panel 212. Rather, thespeaker 208 may be arranged at any location as long as the audiblesignals therefrom are detectible by the driver and, likewise, the visualindicator 210 may be arranged at any location as long as its indicationis visually detectible by the driver. The speaker 208 and the visualindicator 210 are controlled via control signals C_(S1), C_(S2),respectively, supplied via the controller 204.

The controller 204 may take a variety of forms which may include one ormore integrated circuits, integrated circuit components, analog circuitsor analog circuit components. As illustrated, the controller 204includes a microcontroller 220, non-transitory computer- or processorreadable memory such as a read only memory (ROM) 222 and/or randomaccess memory (RAM) 224, and may optionally include one or more gatedrive circuits 226.

The microcontroller 220 executes logic to control operation of the powersystem, and may take a variety of forms. For example, themicrocontroller 220 may take the form of a microprocessor, programmedlogic controller (PLC), programmable gate array (PGA) such as a fieldprogrammable gate array (FPGS), and application specific integratedcircuit (ASIC), or other such microcontroller device. The ROM 222 maytake any of a variety of forms capable of storing processor executableinstructions and/or data to implement the control logic. The RAM 224 maytake any of a variety of forms capable of temporarily retainingprocessor executable instructions or data. The microcontroller 220, ROM222, RAM 224 and optional gate drive circuit(s) 226 may be coupled byone or more buses (not shown), including power buses, instructionsbuses, data buses, address buses, etc. Alternatively, the control logicmay be implemented in an analog circuit.

The gate drive circuit(s) 226 may take any of a variety of formssuitable for driving switches (e.g., MOSFETs, IGBTs) of the powerconverters 206 via drive signals (e.g., PWM gate drive signals). Whileillustrated as part of the controller 204, one or more gate drivecircuits may be intermediate the controller 204 and the power converters206.

The controller 204 may receive signals from one or more sensors S_(VB),S_(IB), S_(VC), S_(IC), S_(VM), S_(IM), S_(RM), S_(W), S_(TH), S_(K).The controller may use the sensed information to detect that theelectric scooter or motorbike 100 is idling (not in motion), so as tothen switch into a standby mode. The standby mode, as used herein, meansa third mode of operation of the electric scooter or motorbike 100, inaddition to the drive mode, during which power is supplied to thetraction electric motor 116 to drive the wheel 104 b, and the optionalbraking mode, during which power is generated by the traction electricmotor 116 based on the rotation of the wheel 104 b. Specifically, thestandby mode means that the electric scooter or motorbike 100 is poweredON but is idling (not in motion). That is, the standby mode means thatthe electric scooter or motorbike 100 is ready to be driven, but is notcurrently being driven. The controller 204 may detect that the electricscooter or motorbike 100 is in the idling state (not in motion) based atleast in part on any of a sensed throttle position, a sensed electricalcharacteristic of the electrical energy storage device 118, the powerconverters 206, and/or the traction electric motor 116, and a sensedrate of rotation of the traction electric motor 116 and/or the wheel 104b, as will be more fully described below.

Once the controller 204 detects that the electric scooter or motorbike100 is in the idling state, the controller 204 enters into the standbymode and supplies a relatively small amount of power from the electricalenergy storage device 118 to the traction electric motor 116 to create asmall vibration simulating an idling combustion engine. The driver willthen physically feel and detect that the vehicle is powered ON and is inthe standby mode (ready to be driven). Such may be accomplished byapplication of control signals C₁, C₂ to control supply of an amount ofelectric power through the first DC/DC power converter 206 a and theDC/AC power converter 206 b to the traction electric motor 116. Thecontrol signals C₁, C₂ may set a voltage level or current level of theapplied power and even a polarity of the applied power. The amount ofpower to be supplied during the standby mode may be any amount, which issufficient to create a vibration of the traction electric motor 116 thatis physically detectible by the driver of the electric scooter ormotorbike 100, but which may not sufficient to actuate the wheel 104 bcoupled to the electric motor 116. As an alternative to supplyingelectrical power to the traction electric motor 116 to produce vibrationdetectible by the driver/user, when the controller 204 detects that theelectric scooter or motorbike is in the idling state, the controller maycause the supply a relatively small amount of power from the electricalenergy storage device 118 to a vibration device 117 to create thevibration detectible by the driver. Utilization of a source of vibrationdifferent from the traction electric motor removes any need to ensurethe power supplied to the traction electric motor to create thevibration is insufficient to actuate movement of the wheel coupled tothe motor.

To further ensure that the driver is made aware that the electricscooter or motorbike 100 is in the standby mode and is ready to bedriven, the controller 204 may additionally send the control signalC_(S1) to the speaker 208 and/or send the control signal C_(S2) to thevisual indicator 210. The audible signals from the speaker 208 and/orthe visual indication based on the visual indicator 210, in addition tothe small vibration of the traction electric motor 116, may all serve toalert the driver that the electric scooter or motorbike 100 is in thestandby mode. The visual indicator 210 may issue continuous visualsignals or blinking visual signals, the intensity and/or interval ofwhich may be readily controlled by the control signals C_(S2).

In addition to sensing and determining that the electric vehicle, e.g.,scooter or motorbike, is in the standby mode, movement of the scooter ormotorbike can be determined and tactile, audible, and/or visual signalscan be generated to alert the driver to the movement and/or simulate thetactile feeling and audible sound that occurs when a combustion poweredscooter or motorbike are moved in the same way as the detected movement.For example, when the driver is rocking the electric scooter forward andbackward by engaging and disengaging the throttle, a tactile and audiosignal simulating the feel (e.g., vibration of vehicle) and sound (e.g.,revving) of rocking an internal combustion powered scooter or motorbikeback and forth can be produced by the control circuit 120. The movementof the scooter or motorbike is detected in the same manner describedabove for detecting the idling state. The tactile and audio output whenmovement of the scooter or motorbike is detected is produced in the samemanner as the vibration and audio output produced when the idling stateis detected. The tactile and audio output corresponding to movement ofthe scooter or motorbike would be created as soon as such movement isdetected. By doing so, the tactile and audio output is synchronized withmovement of the scooter or motorbike, which results in a richer userexperience. The vibration and audio output generated in response todetecting movement of the scooter or motorbike maybe different from thevibration and audio signal produced by the control circuit when itdetects the idling mode. For example, when movement of the scooter ormotorbike is detected, the tactile and audio output can be similar tothe tactile and audio output produced when a internal combustion poweredscooter or motorbike is moved in the same way. For example, when thethrottle is engaged and moved in a way to accelerate or decelerate thescooter or motorbike, the audio signal can be similar to the sound theoccurs when an internal combustion powered scooter is accelerating ordecelerating.

Various sensors that may be used to detect that the electric scooter ormotorbike 100 is in an idling state are next described in detail.

A battery voltage sensor S_(VB) may be positioned to sense a voltageacross the electrical power storage device 118 and provide signals V_(B)indicative of the sensed voltage.

A battery charge sensor S_(IB) may be positioned to sense a charge ofthe electrical power storage device 118 and provide signals I_(B)indicative of the sensed charge.

A power converter voltage sensor S_(VC) may be positioned to sense avoltage across one or more of the power converters 206 and providesignals V_(C) indicative of the sensed voltage.

A power converter charge sensor S_(IC) may be positioned to sense acharge through one or more of the power converters 206 and providesignals I_(C) indicative of the sensed charge.

A traction motor voltage sensor S_(VM) may be positioned to sense avoltage across the traction electric motor 116 and provide signals V_(M)indicative of the sensed voltage.

A traction motor current sensor S_(IM) may be positioned to sense acurrent flow through the traction electric motor 116 and provide signalsI_(M) indicative of the sensed current.

A traction motor rotational sensor S_(RM) may be positioned to sense arate of rotation of the traction motor 116 and provide signals RPM(M)indicative of the sensed rotational speed.

A wheel rotational sensor S_(W) may be positioned to sense a rate ofrotation of the wheel 104 b or other wheel and provide signals RPM(W)indicative of the sensed rotational speed.

A throttle position sensor S_(TH) may be positioned to sense a positionof the throttle 108 of the electric scooter or motorbike 100 and providesignals P indicative of the sensed throttle position.

A key sensor S_(K) may be positioned to sense whether a key 109 isreceived (e.g., inserted in a key slot or placed in proximity to theelectronic scooter or motor vehicle 100) to power ON the electricscooter or motorbike 100 and provide signals O indicative of the sensedkey-on (power ON) state.

As discussed herein, the controller 204 can use one or more of thesensed conditions to control operation of the traction electric motor116 (to create a small vibration), the speaker 208 (to issue an audiblealarm), and/or the visual indicator 210 (to issue a visual alarm) toalert the driver that the electric scooter or motorbike 100 is ON in thestandby mode and is ready to be driven. In other embodiments, controller204 can use one or more of the sensed conditions to control operation ofthe vibration device 117, speaker 208, and/or visual indicator 210 toprovide tactile, audio and/or visual feedback corresponding to thedetected condition.

FIG. 3 shows a high level method 300 of operating the components orstructures of FIG. 2 to provide a detectible indication that an electricvehicle is in the standby mode (i.e., powered ON and ready to bedriven), according to one non-limiting illustrated embodiment.

At 302, it is sensed that the electric scooter or motorbike 100 ispowered ON based on, for example, the signals O that indicate that thedriver has turned a key or otherwise powered ON the scooter or motorbike100.

At 304, at this time immediately after the power ON, the controller 204may send control signals C_(S1) to the speaker 208 to have electricpower supplied from the electrical energy storage device 118 through thethird DC/DC power converter 206 e thereto, to thereby issue audiblesignals alerting the driver that the electric scooter or motorbike 100is ON and is ready to be driven.

At 306, the controller 204 enters into a drive mode (or driving/brakingmode if an optional regenerative braking mode is used) and based on thedriver's instruction (e.g., via the throttle 108) to drive the electricscooter or motorbike 100, supplies power from the electrical powerstorage device 118 to the traction electric motor 116 to drive the wheel104 b. When the driver applies the brake levers 110, the controller 204may then enter into a braking mode, in which the power generated by thetraction electric motor 116 is supplied to the electrical power storagedevice 118. Thus, the driving/braking mode as used herein is ahigher-level mode of operation, which includes the drive mode and thebraking mode as two sub-modes thereof. As used herein, during both thedrive mode (when the braking mode is not used) and the driving/brakingmode, the driver is actively operating the scooter or motorbike 100 andtherefore is expected to be fully aware that the scooter or motorbike100 is powered ON. Nonetheless, as described above, in certainembodiments, when the scooter or motorbike 100 is being activelyoperated, control circuit 120 controls a vibration device 117, speaker208 and/or visual indicator 210 to provide outputs that simulate thevibration, sound or sight a driver encounters when an internalcombustion powered scooter or motorbike are moving in the same manner.

At 308, it is sensed whether the electric scooter or motorbike 100 ispowered OFF based on, for example, the signals O that indicate that thedriver has removed the key or otherwise powered OFF the scooter ormotorbike 100. If a power OFF is sensed, then the control logic of themethod ends.

At 310, it is detected whether the electric scooter or motorbike 100 isin an idling state. Some non-limiting examples of how to detect theidling state will be described in detail in reference to FIGS. 4 and 5below. Unless the idling state is detected, the controller 204 remainsin the drive mode (or in the driving/braking mode if the braking mode isused).

At 312, after it is detected that the electric scooter or motorbike 100is in an idling state, the controller 204 enters into the standby mode.As discussed above, during the standby mode, the controller 204 operatesto issue one or more types of indications detectible to the driver, tothereby alert the driver that the electric scooter or motorbike 100 ispowered ON and is ready to be driven.

At 314, an amount of electric power is supplied from the electricalenergy storage device 118 to the traction electric motor 116 to create asmall vibration detectible to the driver. This may be accomplished byapplication of control signals C₁, C₂ to control the supply of an amountof electric power from the electrical energy storage device 118 throughthe first DC/DC power converter 206 a and the DC/AC power converter 206b to the traction electric motor 116. As discussed above, the controlsignals C₁, C₂ may set a voltage level or current level of the appliedpower.

At 316, optionally, the controller 204 may send the control signalC_(S1) to the speaker 208 to have electric power supplied from theelectrical energy storage device 118 through the third DC/DC powerconverter 206 e thereto, to thereby issue audible signals to alert thedriver that the electric scooter or motorbike 100 is ON and is in thestandby mode (ready to be driven).

At 318, further optionally, the controller 204 may send the controlsignal C_(S2) to the visual indicator 210 to have electric powersupplied from the electrical energy storage device 118 through the thirdDC/DC power converter 206 e thereto, to thereby issue visual signals toalert the driver that the electric scooter or motorbike 100 is in thestandby mode.

The foregoing sensors can also be used to sense motion of the scooter ormotorbike and determine the scooter or motorbike is in a moving state,whereby the scooter or motorbike is not in the idle or OFF state and ismoving.

At 320, it is sensed whether the electric scooter or motorbike 100 ispowered OFF based on, for example, the signals O that indicate that thedriver has removed the key or otherwise powered OFF the scooter ormotorbike 100. If a power OFF is sensed, then the control logic of themethod ends.

If a power OFF is not detected, then the control logic returns to 310,and it is again detected whether the electric scooter or motorbike 100is in an idling state. As long as the electric scooter or motorbikeremains in an idling state, it remains in the standby mode, and the oneor more types of detectible indications of the standby mode continue tobe issued. Various further arrangements are possible with the one ormore types of detectible indications, such as that an amount ofvibration, volume of the audio signals, or intensity of the visualsignals may increase pursuant to the passage of time during which theelectric scooter or motorbike 100 remains in the standby mode. Asanother example, when the visual indicator 210 issues blinking visualsignals, the blinking interval may be made shorter pursuant to thepassage of time. Still further, the visual indicator 210 may include anumeric indication of a period of time that the electric scooter ormotorbike 100 has remained in the standby mode. For example, numericindicia, “00:02:12,” will indicate to the driver that the electricscooter or motorbike 100 has been in the standby mode for 2 minutes and12 seconds.

On the other hand, if it is detected that the electric scooter ormotorbike 100 is no longer in an idling state (e.g., when the driveroperates the throttle 108 to drive the electric scooter or motorbike100), the controller 204 leaves the standby mode and returns to 306 tore-enter the drive mode (or the driving/braking mode).

FIG. 4 shows a low level method 400 of operating the components orstructures of FIG. 2 to detect that the electric scooter or motorbike100 is in an idling state (or not) based on one or more sensed parametersignals provided from the one or more sensors S_(VB), S_(IB), S_(VC),S_(IC), S_(VM), S_(IM), S_(RM), S_(W), S_(TH).

At 402, the controller 204 receives/senses one or more of the parametersignals V_(B), I_(B), V_(C), I_(C), V_(M), I_(M), RPM(M), RPM(W), Pprovided by the one or more sensors S_(VB), S_(IB), S_(VC), S_(IC),S_(VM), S_(IM), S_(RM), S_(W), S_(TH), respectively.

At 404, the controller 204 detects (determines) that the electricscooter or motorbike 100 is in an idling state (or not) based at leastin part on one or more of these parameter signals V_(B), I_(B), V_(C),I_(C), V_(M), I_(M), RPM(M), RPM(W), P provided by the one or more ofthese sensors.

For example, the signals RPM(M) (the rate of rotation of the tractionelectric motor 116) and/or the signals RPM(W) (the rate of rotation ofthe wheel 104 b) may alone or together with other parameters indicatethat the electric scooter or motorbike 100 is not in motion and thus isin an idling state. Alternatively, the signals RPM(M) and/or the signalsRPM(W) may alone or together with other parameters indicate that theelectric scooter or motorbike 100 is in motion and not in an idlingstate.

As another example, the signals P indicate a position of the throttle108 and, thus, may provide one indication of the driver's intent toplace the electric scooter or motorbike 100 in idle, i.e., an indicationthat the electric scooter or motorbike 100 is in an idling state or not.If the driver places the throttle 108 in a position indicative of zeropower being supplied to the traction electric motor 116 at the same timewhen the electric scooter or motorbike 100 is not in motion or close tobeing not in motion, as indicated by zero rotational speed indicated bythe signals RPM(M) and/or RPM(W), the controller 204 may determine thatthe electric scooter or motorbike 100 is in an idling state.Alternatively, the signals P may provide an indication that the electricscooter or motorbike 100 is in motion and not in an idling state.

As yet another example, any one or more of the signals V_(B) (voltageacross the main electrical power storage device 118), I_(B) (currentthrough the main electrical power storage device 118), V_(C) (voltageacross one or more of the power converters 206), I_(C) (current throughone or more of the power converters 206), V_(M) (voltage across thetraction electric motor 116), and I_(M) (current through the tractionelectric motor 116) being zero or close to zero or at or near a definedvalue (e.g., below a minimum threshold), alone or in combination withother parameters (e.g., P, RPM(M), RPM(W)) may indicate that theelectric scooter or motorbike 100 is in an idling state or not. Forexample, one or more of the signals V_(B) (voltage across the mainelectrical power storage device 118), I_(B) (current through the mainelectrical power storage device 118), V_(C) (voltage across one or moreof the power converters 206), I_(C) (current through one or more of thepower converters 206), V_(M) (voltage across the traction electric motor116), and I_(M) (current through the traction electric motor 116), aloneor in combination with other parameters (e.g., P, RPM(M), RPM(W)) mayprovide an indication the electric scooter or motorbike 100 is in motionand not in an idling state.

FIG. 5 shows another low-level method 500 of operating the components orstructures of FIG. 2 to detect that the electric scooter or motorbike100 is in an idling state or in motion based on one or more sensedparameter signals provided by one or more sensors S_(VB), S_(IB),S_(VC), S_(IC), S_(VM), S_(IM), S_(RM), S_(W), S_(TH), respectively.

At 502, the controller 204 receives/senses one or more of the parametersignals V_(B), I_(B), V_(C), I_(C), V_(M), I_(M), RPM(M), RPM(W), P fromthe one or more sensors S_(VB), S_(IB), S_(VC), S_(IC), S_(VM), S_(IM),S_(RM), S_(W), S_(TH), respectively.

At 504, the controller 204 starts a clock therein or coupled thereto(not separately illustrated) so as to measure an elapsed period of time.

For example, when the signals RPM(M) (the rate of rotation of thetraction electric motor 116) and/or the signals RPM(W) (the rate ofrotation of the wheel 104 b) indicative of zero or close to zero rate ofrotation are received at 502, the clock is initiated at 504.

As another example, when the signals P indicative of zero power beingsupplied to the traction electric motor 116 are received alone or incombination with other parameter signals at 502, the clock is initiatedat 504.

As yet another example, when any one or more of the signals V_(B)(voltage across the main electrical power storage device 118), I_(B)(current through the main electrical power storage device 118), V_(C)(voltage across one or more of the power converters 206), I_(C) (currentthrough one or more of the power converters 206), V_(M) (voltage acrossthe traction electric motor 116), I_(M) (current through the tractionelectric motor 116) being zero or close to zero or at or near a definedvalue (below a minimum threshold), alone or in combination with otherparameter signals (e.g., P, RPM(M), RPM(W)), are received at 502, theclock is initiated at 504.

At 506, it is determined whether the elapsed time measured by the clockhas exceeded a threshold period of time. For example, when the clock wasinitiated based on receipt of the signals RPM(M) and/or RPM(W)indicating zero or close to zero rate of rotation, the threshold periodof time may be set sufficiently long (e.g., 5-15 seconds) to reliablyindicate the idling state of the electric scooter or motorbike 100. Thethreshold period of time may be set also as a time period that issufficiently long such that the driver, who has not been in motion forthat period of time, may forget that the electric scooter or motorbike100 is still ON and ready to be driven.

At 508, the controller 204 detects (determines) that the electricscooter or motorbike 100 is in an idling state based on thedetermination that the threshold period of time has elapsed at 506.

If at 506 it is determined that the elapsed time has not exceeded thethreshold value, the control logic returns to 502 and determines whetherthe one or more parameters indicative of the idling state of theelectric scooter or motorbike 100 are sensed. If so, at 504, the controllogic lets the clock continue to run and at 506 again determines whetherthe elapsed time has exceeded the threshold value.

If at 502 it is determined that one or more parameters indicative of theidling state of the electric scooter or motorbike 100 are not sensed,that is, if it is detected that the electric scooter or motorbike 100 isnot in an idling state (e.g., when the driver operates the throttle 108to drive the electric scooter or motorbike 100), the control logic stopsthe clock at 510. The control logic then waits until one or moreparameters indicative of idling state are sensed, at 502.

The method of FIG. 5 may be advantageous when it is useful to monitorone or more of the received parameter signals V_(B), I_(B), V_(C),I_(C), V_(M), I_(M), RPM(M), RPM(W) and P over a period of time, so asto more reliably detect that the electric scooter or motorbike 100 is inan idling state.

As should be apparent to one skilled in the art, use of one or moresensed parameter signals V_(B), I_(B), V_(C), I_(C), V_(M), I_(M),RPM(M), RPM(W), P, with or without use of a clock, to detect the idlingstate of the electric scooter or motorbike 100 are not limited to thosespecific examples described above, and any other combinations ofparameter signals as well as use of additional parameter signalsindicative of the idling state are within the purview of the presentinvention. For example, secondary parameters may be prepared based onone or more of the sensed parameter signals V_(B), I_(B), V_(C), I_(C),V_(M), I_(M), RPM(M), RPM(W), P, and used either alone or in anycombination with other parameters to detect the idling state. Forexample, secondary parameters that are indicative of changes over timeof these parameters signals may be prepared, and termed V_(BΔ), I_(BΔ),V_(CΔ), I_(CΔ), V_(MΔ), I_(MΔ), RPM(M)Δ, RPM(W)Δ, PΔ, respectively.These secondary parameters, which are each indicative of a rate ofchange of the respective parameter signal, may be useful for reliablydetecting whether the electric scooter or motorbike 100 is in an idlingstate.

The various methods described herein may include additional acts, omitsome acts, and/or may perform the acts in a different order than set outin the various flow diagrams.

The foregoing detailed description has set forth various embodiments ofthe devices and/or processes via the use of block diagrams, schematics,and examples. Insofar as such block diagrams, schematics, and examplescontain one or more functions and/or operations, it will be understoodby those skilled in the art that each function and/or operation withinsuch block diagrams, flowcharts, or examples can be implemented,individually and/or collectively, by a wide range of hardware, software,firmware, or virtually any combination thereof. In one embodiment, thepresent subject matter may be implemented via one or moremicrocontrollers. However, those skilled in the art will recognize thatthe embodiments disclosed herein, in whole or in part, can beequivalently implemented in standard integrated circuits (e.g.,Application Specific Integrated Circuits or ASICs), as one or morecomputer programs executed by one or more computers (e.g., as one ormore programs running on one or more computer systems), as one or moreprograms executed by on one or more controllers (e.g., microcontrollers)as one or more programs executed by one or more processors (e.g.,microprocessors), as firmware, or as virtually any combination thereof,and that designing the circuitry and/or writing the code for thesoftware and/or firmware would be well within the skill of one ofordinary skill in the art in light of the teachings of this disclosure.

When logic is implemented as software and stored in memory, logic orinformation can be stored on any non-transitory computer-readable mediumfor use by or in connection with any processor-related system or method.In the context of this disclosure, a memory is a nontransitory computer-or processor-readable storage medium that is an electronic, magnetic,optical, or other physical device or means that non-transitorilycontains or stores a computer and/or processor program. Logic and/or theinformation can be embodied in any computer-readable medium for use byor in connection with an instruction execution system, apparatus, ordevice, such as a computer-based system, processor-containing system, orother system that can fetch the instructions from the instructionexecution system, apparatus, or device and execute the instructionsassociated with logic and/or information.

In the context of this specification, a “computer-readable medium” canbe any physical element that can store the program associated with logicand/or information for use by or in connection with the instructionexecution system, apparatus, and/or device. The computer-readable mediumcan be, for example, but is not limited to, an electronic, magnetic,optical, electromagnetic, infrared, or semiconductor system, apparatusor device. More specific examples (a non-exhaustive list) of thecomputer readable medium would include the following: a portablecomputer diskette (magnetic, compact flash card, secure digital, or thelike), a random access memory (RAM), a read-only memory (ROM), anerasable programmable read-only memory (EPROM, EEPROM, or Flash memory),a portable compact disc read-only memory (CDROM), and digital tape.

The various embodiments described above can be combined to providefurther embodiments. To the extent that they are not inconsistent withthe specific teachings and definitions herein, all of the U.S. patents,U.S. patent application publications, U.S. patent applications, foreignpatents, foreign patent applications and non-patent publicationsreferred to in this specification and/or listed in the Application DataSheet, including but not limited to: U.S. provisional patent applicationSer. No. 61/511,900, entitled “APPARATUS, METHOD AND ARTICLE FORCOLLECTION, CHARGING AND DISTRIBUTING POWER STORAGE DEVICES, SUCH ASBATTERIES” and filed Jul. 26, 2011; U.S. provisional patent applicationSer. No. 61/647,936 entitled “APPARATUS, METHOD AND ARTICLE FORCOLLECTION, CHARGING AND DISTRIBUTING POWER STORAGE DEVICES, SUCH ASBATTERIES” and filed May 16, 2012; U.S. patent application Ser. No.13/559,314 entitled “APPARATUS, METHOD AND ARTICLE FOR COLLECTION,CHARGING AND DISTRIBUTING POWER STORAGE DEVICES, SUCH AS BATTERIES” andfiled Jul. 26, 2012; U.S. provisional patent application Ser. No.61/534,753 entitled “APPARATUS, METHOD AND ARTICLE FOR REDISTRIBUTINGPOWER STORAGE DEVICES, SUCH AS BATTERIES, BETWEEN COLLECTION, CHARGINGAND DISTRIBUTION MACHINES” and filed Sep. 14, 2011; U.S. patentapplication Ser. No. 13/559,091 entitled “APPARATUS, METHOD AND ARTICLEFOR REDISTRIBUTING POWER STORAGE DEVICES, SUCH AS BATTERIES, BETWEENCOLLECTION, CHARGING AND DISTRIBUTION MACHINES” and filed Jul. 26, 2012;U.S. provisional patent application Ser. No. 61/534,761 entitled“APPARATUS, METHOD AND ARTICLE FOR AUTHENTICATION, SECURITY AND CONTROLOF POWER STORAGE DEVICES SUCH AS BATTERIES” and filed Sep. 14, 2011,U.S. patent application Ser. No. 13/559,038 entitled “APPARATUS, METHODAND ARTICLE FOR AUTHENTICATION, SECURITY AND CONTROL OF POWER STORAGEDEVICES SUCH AS BATTERIES” and filed Jul. 26, 2012; U.S. provisionalpatent application Ser. No. 61/534,772 entitled “APPARATUS, METHOD ANDARTICLE FOR AUTHENTICATION, SECURITY AND CONTROL OF POWER STORAGEDEVICES, SUCH AS BATTERIES, BASED ON USER PROFILES” and filed Sep. 14,2011; U.S. patent application Ser. No. 13/559,010 entitled “APPARATUS,METHOD AND ARTICLE FOR AUTHENTICATION, SECURITY AND CONTROL OF POWERSTORAGE DEVICES, SUCH AS BATTERIES, BASED ON USER PROFILES” and filedJul. 26, 2012; U.S. provisional patent application Ser. No. 61/543,720,entitled “DETECTIBLE INDICATION OF AN ELECTRIC MOTOR VEHICLE STANDBYMODE,” and filed Oct. 5, 2011; U.S. provisional patent application Ser.No. 61/684,432, entitled “DETECTIBLE INDICATION OF AN ELECTRIC MOTORVEHICLE STANDBY MODE,” and filed Aug. 17, 2012; U.S. provisional patentapplication Ser. No. 61/511,887, entitled “THERMAL MANAGEMENT OFCOMPONENTS IN ELECTRIC MOTOR DRIVE VEHICLES” and filed Jul. 26, 2011;U.S. provisional patent application Ser. No. 61/647,941 entitled“THERMAL MANAGEMENT OF COMPONENTS IN ELECTRIC MOTOR DRIVE VEHICLES” andfiled May 16, 2012; U.S. patent application Ser. No. 13/559,259 entitled“THERMAL MANAGEMENT OF COMPONENTS IN ELECTRIC MOTOR DRIVE VEHICLES” andfiled Jul. 26, 2012; U.S. provisional patent application Ser. No.61/511,880, entitled “DYNAMICALLY LIMITING VEHICLE OPERATION FOR BESTEFFORT ECONOMY” and filed Jul. 26, 2011; U.S. patent application Ser.No. 13/559,264, entitled “DYNAMICALLY LIMITING VEHICLE OPERATION FORBEST EFFORT ECONOMY” and filed Jul. 26, 2012; U.S. provisional patentapplication Ser. No. 61/557,170 entitled “APPARATUS, METHOD, AND ARTICLEFOR PHYSICAL SECURITY OF POWER STORAGE DEVICES IN VEHICLES” and filedNov. 8, 2011; U.S. patent application Ser. No. 13/559,054 entitled“APPARATUS, METHOD AND ARTICLE FOR PHYSICAL SECURITY OF POWER STORAGEDEVICES IN VEHICLES” and filed Jul. 26, 2012; U.S. provisional patentapplication Ser. No. 61/557,176 entitled “APPARATUS, METHOD AND ARTICLEFOR SECURITY OF VEHICLES” and filed Nov. 8, 2011; U.S. provisionalpatent application Ser. No. 61/581,566 entitled “APPARATUS, METHOD ANDARTICLE FOR A POWER STORAGE DEVICE COMPARTMENT” and filed Dec. 29, 2011;U.S. patent application Ser. No. 13/559,125 entitled “APPARATUS, METHODAND ARTICLE FOR A POWER STORAGE DEVICE COMPARTMENT” and filed Jul. 26,2012; U.S. provisional patent application Ser. No. 61/601,404 entitled“APPARATUS, METHOD AND ARTICLE FOR PROVIDING VEHICLE DIAGNOSTIC DATA”and filed Feb. 21, 2012; U.S. patent application Ser. No. 13/559,390entitled “APPARATUS, METHOD AND ARTICLE FOR PROVIDING VEHICLE DIAGNOSTICDATA” and filed Jul. 26, 2012; U.S. provisional patent application Ser.No. 61/601,949 entitled “APPARATUS, METHOD AND ARTICLE FOR PROVIDINGLOCATIONS OF POWER STORAGE DEVICE COLLECTION, CHARGING AND DISTRIBUTIONMACHINES” and filed Feb. 22, 2012; U.S. patent application Ser. No.13/559,333 entitled “APPARATUS, METHOD AND ARTICLE FOR PROVIDINGLOCATIONS OF POWER STORAGE DEVICE COLLECTION, CHARGING AND DISTRIBUTIONMACHINES” and filed Jul. 26, 2012; U.S. provisional patent applicationSer. No. 61/601,953 entitled “APPARATUS, METHOD AND ARTICLE FORPROVIDING INFORMATION REGARDING AVAILABILITY OF POWER STORAGE DEVICES ATA POWER STORAGE DEVICE COLLECTION, CHARGING AND DISTRIBUTION MACHINE”and filed Feb. 22, 2012; U.S. patent application Ser. No. 13/559,343entitled “APPARATUS, METHOD AND ARTICLE FOR PROVIDING INFORMATIONREGARDING AVAILABILITY OF POWER STORAGE DEVICES AT A POWER STORAGEDEVICE COLLECTION, CHARGING AND DISTRIBUTION MACHINE” and filed Jul. 26,2012; and U.S. patent application Ser. No. 13/559,064 entitled“APPARATUS, METHOD AND ARTICLE FOR RESERVING POWER STORAGE DEVICES ATRESERVING POWER STORAGE DEVICE COLLECTION, CHARGING AND DISTRIBUTIONMACHINES” and filed on Jul. 26, 2012 are incorporated herein byreference, in their entirety. Aspects of the embodiments can bemodified, if necessary, to employ systems, circuits and concepts of thevarious patents, applications and publications to provide yet furtherembodiments.

While generally discussed in the environment and context of powersystems for use with personal transportation vehicles such asall-electric scooters and/or motorbikes, the teachings herein can beapplied in a wide variety of other environments, including othervehicular environments

The above description of illustrated embodiments, including what isdescribed in the Abstract, is not intended to be exhaustive or to limitthe embodiments to the precise forms disclosed. Although specificembodiments and examples are described herein for illustrative purposes,various equivalent modifications can be made without departing from thespirit and scope of the disclosure, as will be recognized by thoseskilled in the relevant art.

These and other changes can be made to the embodiments in light of theabove-detailed description. In general, in the following claims, theterms used should not be construed to limit the claims to the specificembodiments disclosed in the specification and the claims, but should beconstrued to include all possible embodiments along with the full scopeof equivalents to which such claims are entitled. Accordingly, theclaims are not limited by the disclosure.

We claim:
 1. A method of operating a power system for vehicle having atraction electric motor, the method comprising: sensing an idling stateof the vehicle by sensing a characteristic of the traction electricmotor; supplying a first amount of electrical power to the tractionelectric motor; and controlling the first amount of electrical powersupplied to the traction electric motor based in part on the sensedidling state, the first amount of electrical power being sufficient tocreate vibration of the traction electric motor detectible by a user andinsufficient to cause the vehicle to exit the idling state.
 2. Themethod of claim 1 wherein sensing an idling state of the vehicleincludes continuously sensing the idling state for a defined period oftime.
 3. The method of claim 1, further comprising supplying a secondamount of electric power to a speaker when the vehicle is in the idlingstate.
 4. The method of claim 1, further comprising supplying a thirdamount of electric power to a visual indicator when the vehicle is inthe idling state.
 5. The method of claim 1 wherein sensing an idlingstate of the vehicle includes receiving signals indicative of a rate ofrotation of the traction electric motor from a rotation sensor coupledto sense a rate of rotation of a drive shaft of the traction electricmotor.
 6. The method of claim 1 wherein sensing an idling state of thevehicle includes receiving signals indicative of at least one sensedelectrical characteristic of the traction electric motor from at leastone of a voltage sensor or a current sensor coupled to sense at leastone electrical characteristic of the traction electric motor.
 7. Themethod of claim 1, wherein the traction electric motor is coupled todirectly drive at least one traction wheel of the vehicle.
 8. The methodof claim 1, wherein the vehicle is an all-electric vehicle.
 9. Themethod of claim 3, further comprising: sensing a power-on state of thevehicle; entering into a drive mode based at least in part on the sensedpower-on state of the vehicle; and supplying electric power to a speakerbased at least in part on the sensed power-on state of the vehicle. 10.A method of operating a power system for vehicle having a tractionelectric motor, the method comprising: sensing an idling state of thevehicle; supplying a first amount of electrical power to the tractionelectric motor; and controlling the first amount of electrical powersupplied to the traction electric motor based in part on the sensedidling state, the first amount of electrical power being sufficient tocreate vibration of the traction electric motor detectible by a user andinsufficient to cause the vehicle to exit the idling state, whereinsensing the idling state of the vehicle includes at least one of:receiving signals indicative of movement of the vehicle from a motionsensor configured to sense movement of the vehicle or vehiclecomponents; receiving signals indicative of a rate of rotation of atleast one traction wheel drivably coupled to the traction electric motorfrom a rotation sensor coupled to sense the rate of rotation of the atleast one traction wheel, receiving signals indicative of a throttleposition of the vehicle from a throttle position sensor, receivingsignals indicative of powering up the vehicle from a key sensorpositioned to sense reception of the key by the vehicle, and receivingsecondary parameters based on one or more of the received signals. 11.The method of claim 10 wherein sensing an idling state of the vehicleincludes continuously sensing the idling state for a defined period oftime.
 12. The method of claim 10, further comprising supplying a secondamount of electric power to a speaker when the vehicle is in the idlingstate.
 13. The method of claim 10, further comprising supplying a thirdamount of electric power to a visual indicator when the vehicle is inthe idling state.
 14. The method of claim 10, wherein the tractionelectric motor is coupled to directly drive at least one traction wheelof the vehicle.
 15. The method of claim 10, wherein the vehicle is anall-electric vehicle.
 16. The method of claim 12 further comprising:sensing a power-on state of the vehicle; entering into a drive modebased at least in part on the sensed power-on state of the vehicle; andsupplying electric power to a speaker based at least in part on thesensed power-on state of the vehicle.